EP2089639B1 - Chaîne cinématique hybride d'un véhicule automobile - Google Patents

Chaîne cinématique hybride d'un véhicule automobile Download PDF

Info

Publication number
EP2089639B1
EP2089639B1 EP07847631A EP07847631A EP2089639B1 EP 2089639 B1 EP2089639 B1 EP 2089639B1 EP 07847631 A EP07847631 A EP 07847631A EP 07847631 A EP07847631 A EP 07847631A EP 2089639 B1 EP2089639 B1 EP 2089639B1
Authority
EP
European Patent Office
Prior art keywords
gear
electric machine
input shaft
clutch
combustion engine
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Not-in-force
Application number
EP07847631A
Other languages
German (de)
English (en)
Other versions
EP2089639A1 (fr
Inventor
Max Bachmann
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ZF Friedrichshafen AG
Original Assignee
ZF Friedrichshafen AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Publication of EP2089639A1 publication Critical patent/EP2089639A1/fr
Application granted granted Critical
Publication of EP2089639B1 publication Critical patent/EP2089639B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18027—Drive off, accelerating from standstill
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
    • F16H3/724—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously using external powered electric machines
    • F16H3/725—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously using external powered electric machines with means to change ratio in the mechanical gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B60K2006/268—Electric drive motor starts the engine, i.e. used as starter motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/081—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/42—Clutches or brakes
    • B60Y2400/428—Double clutch arrangements; Dual clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0052—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising six forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
    • F16H2200/2005—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with one sets of orbital gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility

Definitions

  • the invention relates to a hybrid powertrain of a motor vehicle, comprising an internal combustion engine with a drive shaft, an electric motor operable as a motor and a generator with a rotor, a multi-stage transmission with two input shafts and an output shaft and a differential gear, wherein at least one of the input shafts via an associated disconnect clutch can be connected to the drive shaft, both input shafts on alternately assigned Gangrad accounts different translation and each associated gear clutch selectively connectable to the output shaft, and the differential gear is formed as a simple planetary gear, which is coaxially disposed over the first input shaft, the ring gear rotatably with the an input shaft is connected, whose planet carrier is rotatably connected to the other input shaft, and whose sun gear is in drive connection with the rotor. Furthermore, the invention relates to a method for controlling such a hybrid powertrain.
  • a hybrid powertrain of a motor vehicle with a parallel arrangement of an internal combustion engine and an electric machine can be geometrically simply constructed in conjunction with a drive-downstream multistage transmission that the electric machine is arranged coaxially on the input shaft of the gearbox, the rotor of the electric machine rotatably connected to the input shaft of the gearbox is connected, and the drive shaft of the internal combustion engine via a controllable, so off and engageable clutch to the input shaft of the gearbox is connectable.
  • the electric machine can optionally be switched powerless during the driving operation, as a generator for charging an electric motor Energy storage used or used as an electric motor to drive the motor vehicle.
  • the electric machine with closed disconnect clutch, especially in a strong acceleration and when driving a steep slope distance, to support the engine in the so-called boost mode, and with open clutch, especially when starting and driving on inner city areas with emission restrictions, as the sole drive motor in pure electrical operation can be used.
  • a disadvantage of such a hybrid drive train is that the speed level of the electric machine is identical to that of the internal combustion engine and the electric machine therefore has to be relatively large and heavy in order to achieve sufficient power for the electric operation.
  • the electric machine In conjunction with an axis-parallel arrangement of the electric machine and a drive connection of the rotor of the electric machine with the input shaft of the gearbox via an input stage with high gear ratio, such as a Stirntechnikradcru or a belt transmission, however, the electric machine can be made less powerful and correspondingly smaller.
  • a major disadvantage of this hybrid powertrain consists in the interruption of the power flow in the transmission during the switching operations, which is associated with reduced driving performance and comfort.
  • hybrid powertrains have been proposed in which the electric machine is involved in technical terms via a differential gear with three drive elements, wherein the first drive element with a connectable via a clutch to the engine input shaft of the gearbox, the second drive element to the rotor of the electric machine and the third drive element is in driving connection with a further transmission shaft of the gearbox, for example the output shaft or a second input shaft.
  • a first such hybrid powertrain is in the DE 198 49 156 A1 , in particular in the embodiment according to the claims 1 and 11 to 13 and the local there Fig. 2 , described.
  • the relevant transmission has an input shaft and an output shaft, which are selectively connected to each other via associated gear sets of different gear ratio by means of an associated gear clutch.
  • the drive shaft of the internal combustion engine can be connected via a controllable separating clutch with the input shaft of the gearbox.
  • the electric machine is arranged without contact coaxially over the input shaft of the gearbox.
  • the differential gear is formed as a simple planetary gear with a sun gear, a plurality of planetary gears meshing with the sun gear in meshing engagement and a ring gear meshing with the planetary gears, and also coaxially disposed over the input shaft of the gearbox.
  • the planet carrier forms the first drive element of the differential gear and is rotatably connected to the input shaft of the gearbox.
  • the sun gear forms the second drive element of the differential gear and is rotatably connected to the rotor of the electric machine.
  • the ring gear forms the third drive element of the differential gear and is connected via a one of a Stirnzahnradbin existing decoupling stage with the output shaft of the gearbox in drive connection.
  • the differential gear forms a parallel power branch to the gearbox, wherein the proportion or the amount of power transmission of the differential gear via the control of the electric machine can be controlled.
  • a switching operation it is provided that the torque of the internal combustion engine is largely completely passed through the differential gear before the loaded load gear is designed and the target gear is synchronized and subsequently inserted. Thereafter, the electric machine is switched powerless and thereby transfer the torque of the engine again completely via the transmission to the output shaft.
  • the electric machine Since the synchronization of the target gear should be done on the relatively sluggish engine control, however, there are long switching times and a correspondingly high electrical power of the electric machine to support the transmitted torque. To enable the support function, the electric machine must be designed at least to the maximum torque of the internal combustion engine, reduced by the effective ratio, since otherwise it may come during the switching operations to torque drops. In normal driving, ie closed clutch and gear engaged in the transmission, the electric machine can be used as a generator for charging an electrical energy storage or as a motor to support the engine. When idling gearbox and blocked output shaft, the engine can be started by means of the electric motor.
  • a startup can be done by means of the electric machine by a continuous increase in the support torque, at least until synchronization with the gear clutch of the first gear is reached and it can be closed.
  • a purely electric driving with the electric machine as the only drive motor is possible with open disconnect clutch and an engaged gear in the transmission, but would result in an inferior first gear, especially for starting, an unfavorably low overall ratio of the electric machine relative to the output shaft.
  • the manual transmission described therein has two coaxially arranged input shafts which are selectively connectable to the output shaft via alternately associated gear sets of different ratios by means of an associated gear clutch.
  • the drive shaft of the internal combustion engine can be connected to the two input shafts via a controllable separating clutch.
  • the electric machine is paraxial to the two Input shafts arranged.
  • the differential gear is formed as a simple planetary gear with a sun gear, a plurality of sun gear in meshing with the planetary gear bearing planet carrier, and a standing with the planet gears in meshing ring gear and arranged coaxially over the first input shaft.
  • the planet carrier forms a first drive element of the differential gear and is non-rotatably connected to the first input shaft of the gearbox.
  • the sun gear forms a second drive element of the differential gear and is connected via a two-gear existing input constant with the rotor of the electric machine in drive connection.
  • the ring gear forms a third drive element of the differential gear and is non-rotatably connected to the second input shaft of the gearbox.
  • the one clutch In normal driving, the one clutch is closed and one of the respective input shaft associated gear engaged.
  • the other disconnect clutch may also be closed, with the differential gear then rigidly revolving.
  • the gears of the respective input shaft must all be designed in this operating state, since the transmission would otherwise be blocked.
  • the speed of the rotor of the electric machine corresponds to the determined by the translation of the input constant multiples of the speed of the internal combustion engine.
  • the electric machine can be used in this phase of operation as a generator for charging an electrical energy storage or as a motor to support the internal combustion engine.
  • a switching operation of one of the input shaft associated load gear in one of the other input shaft associated target gear is provided that the electric machine first switched powerless and the other input shaft associated separating clutch, if it is closed, is opened, then that the speed clutch of the target gear by means of Synchronized electric machine and is subsequently closed, that then controlled the gear clutch of the load gear by means of the electric motor load and subsequently designed, and that finally the other input shaft is accelerated or decelerated by means of the electric machine to the synchronous speed at the associated separating clutch and finally the respective separating clutch is closed.
  • the electric machine can be switched powerless or controlled in the generator mode.
  • the gear clutches may be formed as unsynchronized jaw clutches. Due to the two separating clutches, the input constants, the axis-parallel arrangement of the electric machine and the axially adjacent arrangement of the gear wheel sets, the construction cost and the space requirement of this known hybrid powertrain is unfavorably high.
  • the present invention seeks to propose a hybrid powertrain of a motor vehicle of the type mentioned above, which allows a high overall translation of the electric machine relative to the output shaft of the gearbox with a simple and space-saving design and has improved controllability. Furthermore, a method for controlling the hybrid powertrain according to the invention is to be specified.
  • the invention therefore relates first to a hybrid powertrain of a motor vehicle having an internal combustion engine with a drive shaft, an operable as a motor and a generator electric machine with a rotor, a multi-stage transmission with two input shafts and an output shaft and a differential gear, wherein at least one of the input shafts is connectable to the drive shaft via an associated disconnect clutch, both input shafts via alternately assigned Gangrad accounts different gear and each associated gear clutch selectively connectable to the output shaft, and the differential gear is formed as a simple planetary gear, which is arranged coaxially over the first input shaft whose ring gear is rotatably connected to the one input shaft, the planet carrier rotatably with the other input shaft is connected, and whose sun gear is in drive connection with the rotor.
  • this hybrid drive only the non-rotatably connected to the ring gear of the planetary gear first input shaft of the transmission via a clutch to the drive shaft of the engine is connected, and that the transmission as a countershaft transmission with a coaxial nested arrangement of the two input shafts, with a to coaxially adjacent arrangement of the output shaft and formed with two in each case via a separate input constant with one of the two input shafts in drive connection countershaft whose Gangrad instruments arranged in alternation on the first countershaft and on the output shaft and on the second countershaft and on the output shaft are.
  • the hybrid powertrain according to the invention therefore has two transmission branches for transmitting a torque from the internal combustion engine to the output shaft connected to an axle drive of a driven vehicle axle or a central differential.
  • the first transmission branch comprises the separating clutch, the first input shaft, the first input constant and the gear clutch and the gear set of an engaged gear, which is associated with the first input shaft.
  • the transmission of torque via this first transmission branch is purely mechanical.
  • the second transmission branch includes the disconnect clutch, the first input shaft, the ring gear and the planet carrier with the planetary gears of the planetary gear, the second input shaft, the second input constant and the speed clutch and the gear set of an engaged gear, which is associated with the second input shaft.
  • the transmission of torque via this second transmission branch is in principle also mechanically. However, for transmitting the torque via the planetary gear support of the sun gear on the standing in drive connection with this electric machine is required. As a result, the torque transmitted via the second transmission branch can be regulated by means of the electric machine, resulting in advantageous control properties.
  • a torque of the electric machine is introduced via the sun gear in the planetary gear and transmitted from there with open disconnect clutch and in each case an engaged gear on both transmission branches to the output shaft, wherein the effective Translation from the combination of the translations of the gear wheel sets of the two inlaid gears, the translations of the two input constants and the state ratio of the planetary gear results.
  • the electric machine is preferably arranged coaxially over the first input shaft, wherein the rotor of the electric machine is directly connected to the sun gear of the planetary gear rotatably.
  • n EM of the rotor of the electric machine is the multiple of the speed of the sun gear of the planetary gear n S formed with the translation of the input constants i EK
  • the associated input constant is preferably designed as a pair of gears formed from two spur gears, but it may alternatively be designed as a belt or chain drive.
  • the gears of the odd gears are preferably arranged on the first countershaft and on the output shaft and thus associated with the first input shaft, and arranged the gear wheels of the even gears and a reversing stage on the second countershaft and on the output shaft and thus associated with the second input shaft ,
  • each formed as Stirniereradcru input constants of the two countershafts expedient each have a ratio greater than one (i EK1 > 1.0, i EK2 > 1.0).
  • i EK1 > 1.0, i EK2 > 1.0 the translations of the Gangrad instruments can be made correspondingly smaller and thus the radial distance of the countershafts are reduced by the output shaft.
  • the gear wheel sets are advantageous for this purpose each formed of a non-rotatably connected to the output shaft fixed gear and a rotatably mounted on the associated countershaft idler gear, and the idler gears each connected via an associated gear coupling with the associated countershaft, the gear clutches in pairs in common Switching packages are summarized.
  • the gear set of the reversing stage has, in a manner known per se, an additional intermediate wheel mounted on a separate shaft for reversing the direction of rotation.
  • the arrangement of the clutches on the countershafts results in a best possible nesting of the gear wheel sets with a minimum possible axial distance of the gear wheel sets and a best possible accessibility of the gear clutches z. B. by the shift forks of the shift rails.
  • at least one gear wheel set arranged on the first countershaft and on the output shaft as well as a gear wheel set arranged on the second countershaft and on the output shaft to be arranged in the same axial position and have a common fixed wheel.
  • a controllable brake clutch can be arranged for connection to a housing-fixed component for supporting the torque transmitted via the respective other input shaft to both countershafts. If one of the two brake clutches closed and thus locked on the associated countershaft and the respective input constant the associated input shaft fixed to the housing, the planetary gear is effective as a stationary gear with fixed ring gear or with a fixed planetary gear. In order to keep the construction costs for the two brake clutches as low as possible, these are preferably identical in construction and arrangement as the aforementioned speed clutches trained and integrated control technology in the operation of the gear clutches.
  • the separating clutch is opened, that a gear clutch of the first input shaft associated gear and a gear clutch of the second input shaft associated gear are closed, and that thereafter the electric machine is accelerated in the engine operation, the selection of the two to be inserted Gears depending on the starting load.
  • the speed clutch of the smallest gear of the first input shaft and the speed clutch of the reversing stage of the second input shaft is closed, and the electric machine, based on the direction of rotation of the drive shaft of the internal combustion engine, in a forward approach backwards and at a reverse approach accelerates forward.
  • the gear clutch of the smallest gear of the first input shaft and the gear clutch of the largest gear of the second input shaft are closed, and the electric machine, based on the direction of rotation of the drive shaft of the internal combustion engine, in a forward approach backwards and accelerates forward in a reverse approach.
  • the speed clutch of the largest gear of the first input shaft and the speed clutch of the smallest gear of the second input shaft are closed, and the electric machine is, with respect to the direction of rotation of the drive shaft of the internal combustion engine, accelerated in a forward approach forwards and in a reverse approach backwards.
  • n S 1 + i St * n PT
  • a brake lever associated with the second input shaft can be closed.
  • the electric machine can be supported by the internal combustion engine by an at least partial closing of the clutch from the engine.
  • a load transfer by the internal combustion engine is generally characterized in that the release clutch is closed by reaching the rotational speed of the internal combustion engine through the first input shaft, and that thereafter overlapping the torque of the internal combustion engine increases and the torque of the electric motor is reduced under certain circumstances to zero. It also follows that the gear engaged in the first transmission branch, that is to say associated with the first input shaft, is selected in such a way that the desired climbing and acceleration capability of the motor vehicle is present after load transfer by the internal combustion engine.
  • a brake clutch assigned to the electric machine is advantageously closed to support a torque transmitted by the internal combustion engine via the second input shaft, thus avoiding electrical power loss due to ohmic resistances of the exciter windings of the electric machine.
  • An internal combustion engine starting which is used in particular with largely empty electrical energy storage, is preferably such that after starting the internal combustion engine in a forward approach, the speed clutch of the smallest gear of the second input shaft and a reverse drive the speed clutch of the reversing stage of the second input shaft is closed, that subsequently the separating clutch is closed, and that thereafter the electric machine is decelerated in regenerative operation while increasing the torque of the internal combustion engine and the generator torque of the electric machine to standstill of the electric machine.
  • the electric motor is expediently further accelerated in the engine operation, until at the gear clutch of the next higher gear of the first input shaft synchronism is achieved, the gear clutch in question is closed, and then switched off the electric machine and the gear clutch of the smallest gear of the second input shaft is opened.
  • a gear change takes place from a load gear of the first input shaft to a target gear of the second input shaft such that first the countershaft of the target gear is accelerated by the electric machine until the synchronous rotational speed at the gear clutch of the target gear is reached, then the gear clutch of the target gear is closed , And that subsequently the support torque of the electric machine is increased so far until the gear coupling of the load gear can be opened without load.
  • a corresponding gear change from a load gear of the second input shaft in a target gear of the first input shaft takes place such that initially the countershaft of the target gear until reaching the synchronous speed at the gear clutch of the target gear at an upshift delayed by an increase in the supporting torque of the electric machine and a downshift is accelerated by reducing the supporting torque of the electric machine, that then the gear clutch of the target gear is closed, and that subsequently the electric machine switched load-free and the gear clutch of the load gear is opened.
  • FIG Fig. 1 A first embodiment of the hybrid powertrain 1.1 according to the invention is shown in schematic form in FIG Fig. 1 displayed.
  • This hybrid powertrain 1.1 comprises an internal combustion engine VM with a drive shaft 4, an electric machine EM operable as a motor and generator with a stator 5 and a rotor 6, a multi-stage transmission 7 with two input shafts GE1, GE2 and an output shaft GA and a differential gear 8 with three drive elements.
  • the first input shaft GE1 of the gearbox 7 is connected via an associated clutch K with the drive shaft 4 of the engine VM.
  • the differential gear 8 is formed as a simple planetary gear 9 with a sun gear S, a planet carrier PT and a ring gear H, wherein the planet carrier PT a plurality of rotatable planetary gears P carries, which are respectively in meshing engagement with the sun gear S and the ring gear H.
  • the planetary gear 9 is arranged coaxially over the first input shaft GE1.
  • the ring gear H is rotatably connected to the first input shaft GE1 of the gearbox 7, the planet carrier PT is rotatably connected to the second input shaft GE2 of the gearbox 7, and the sun gear S is rotatably coupled to the rotor 6 of the electric machine EM.
  • the gearbox 7 is as a countershaft transmission with a coaxially nested arrangement of the two input shafts GE1 and GE2, with a coaxially adjacent arrangement of the output shaft GA, and two in each case via an input constant EK1 or EK2 with one of the two input shafts GE1, GE2 in drive connection standing countershafts VG1, VG2 formed, wherein the two input constants EK1, EK2 each consist of a gear pair and each have a ratio greater than one (i EK1 > 1.0, i EK2 > 1.0).
  • the second input shaft EG2 is formed as a hollow shaft and arranged coaxially over the centrally arranged first input shaft EG1.
  • the manual transmission 7 has five forward gears G1 to G5 and a reversing stage R.
  • the odd-numbered gears G1, G3, G5 are associated with the first input shaft EG1, each having a first-speed gear set G1 and a third gear G3, each consisting of a loose wheel and a fixed gear, on the first countershaft VG1 and on the output shaft GA, respectively is arranged.
  • the fixed gears of the first gear G1 and the third gear G3 are rotatably mounted on the output shaft GA.
  • the idler gears of the first gear G1 and the third gear G3 are rotatably arranged on the first countershaft VG1 and selectively connectable with the first countershaft VG1 via associated gear clutches, which are combined in a common switching package S1.
  • the fifth gear G5 is designed as a direct gear and via a arranged between the first input shaft GE1 and the output shaft GA gear clutch S2 'on and laid out.
  • the second input shaft EG2 are the even gears G2 and G4 and the reversing stage R assigned by a respective gear set of the second gear G2, the fourth gear G4 and the reversing stage R, each comprising a loose wheel and a fixed gear on the second countershaft VG2 or is arranged on the output shaft GA.
  • the gear wheel of the reversing stage R has an additional intermediate gear 10 to reverse the direction of rotation.
  • the fixed gears of the second gear G2, the fourth gear G4 and the reversing stage R are rotatably mounted on the output shaft GA.
  • the idler gears of the second gear G2, the fourth gear G4 and the reversing stage R are rotatably arranged on the second countershaft VG2 and selectively connectable via associated gear clutches with the second countershaft VG2.
  • the speed clutches of the second gear G2 and the fourth gear G4 are combined in a common shift package S3, whereas the speed clutch S4 'of the inverter stage is arranged separately.
  • the gear wheel sets of the first gear G1 and the second gear G2 and the gear wheel sets of the third gear G3 and the fourth gear G4 are each arranged in the same axial position and each have a common fixed wheel 11, 12.
  • the first transmission branch extends from the disconnect clutch K via the first input shaft GE1, the assigned input constant EK1 and the gear set of the engaged gear G1 or G3 to the output shaft GA, and with a fifth gear G5 engaged directly from the first input shaft GE1 to the output shaft GA.
  • the second transmission branch extends from the separating clutch K via the first input shaft GE1, the ring gear H, the planet gears P and the Planet carrier PT of the planetary gear 9, the second input shaft GE2, the associated input constant EK2 and the gear set of the engaged gear G2 or G4 or the reversing stage R to the output shaft GA, wherein the transmitted via the planetary gear 9 torque by a corresponding, by the electric machine EM generated torque on the sun gear S of the planetary gear 9 must be supported.
  • the electric machine EM can, if required, be operated as a generator for charging an electrical energy store or as a motor for assisting the internal combustion engine VM with an engaged gear of the second transmission branch.
  • upshifts and downshifts between two transmission branches is changed in each case, the synchronization of the target gear to be engaged and the load transition is controlled by the transmission branch with the load to be interpreted to the transmission branch with the target gear to be inserted by means of the electric machine EM.
  • the switching operations run without interruption of traction.
  • the gear clutches of the gear wheel sets can be designed as unsynchronized jaw clutches, which is associated with cost and space savings compared to synchronized gear clutches.
  • the first transfer branch extends from the sun gear S, via the planetary gears P and the ring gear H of the planetary gear 9, further via the first input shaft GE1, the assigned input constant EK1 and the gear set of the engaged gear G1 or G3 to the output shaft GA, with fifth gear engaged G5 directly from the first input shaft GE1 to the output shaft GA.
  • the second transmission branch extends from the sun gear S, via the planet gears P and the planet carrier PT of the planetary gear 9, via the second input shaft GE2, the associated input constant EK2 and the gear set of the engaged gear G2 or G4 or the reversing stage R to the output shaft GA.
  • the electromotive driving operation is preferably provided for starting, wherein the selection of each engaged in both transmission branches gears according to the load condition, such as the load condition and the roadway slope, is directed.
  • the load condition such as the load condition and the roadway slope
  • the smallest forward gear G1 to the first transmission branch and the reversing stage R to the second transmission branch results by inserting these gears G1, R a particularly high ratio between the electric machine EM and the output shaft GA, wherein the power flow in both transmission branches of the electric machine EM or the sun gear S of the planetary gear 9 extends to the output shaft GA and thus no reactive power deteriorating the transmission efficiency occurs.
  • the two input constants EK1 and EK2 and the gear wheel sets are indicated on the corresponding components of the hybrid powertrain 1.1 by way of example for a city bus.
  • the engine VM can have a power of 228 KW and a maximum torque of 1400 Nm.
  • the electric machine EM is designed such that it has a power of 100 KW and a maximum torque of 500 Nm and can be operated in a speed range of +/- 4000 revolutions per minute.
  • the state ratio of the planetary gear is 3.0 and the gear ratios of the gears are: 2.4 at 1st gear; 1.94 in 2nd gear; 0.96 in 3rd gear; 0.82 at 4th gear; 1.0 at the 5th gear; -0.88 at the reversing stage; 2.5 at the input constant EK1 and 1.28 at the input constant EK2.
  • Fig. 2 is in the hybrid powertrain 1.1 according to Fig. 1 for an electric motor starting the power flow from the electric machine EM to the output shaft GA shown with arrows.
  • the gear clutches of the first gear G1 associated with the first input shaft GE1 and the reverse gear R associated with the second input shaft GE2 are closed.
  • n EM stands for the rotor speed of the electric machine EM
  • n GA is the speed of the transmission output shaft GA
  • i St is the designation for the stationary gear ratio of the gearbox
  • i EK1 or EK2 stands for the transmission of the input constant EK1 or EK2
  • i R represents the translation of the inverter G1 and i indicates the value of the ratio of the gearwheel of the first gear G1.
  • the negative sign means that the rotational directions of the rotor 6 of the electric machine EM and the output shaft GA of the gearbox 7 are opposite. This means that the electric machine EM, based on the direction of rotation of the drive shaft 4 of the internal combustion engine VM, must be accelerated forwards in a forward approach and forward in a reverse approach.
  • the electric machine EM 'in contrast to the embodiment according to Fig. 1 arranged axially parallel to the first input shaft EG1, and the rotor 6 of the electric machine EM 'is connected via a formed of a gear pair input constant EK with the translation i EK 2.0 with the sun gear S of the planetary gear 9 in drive connection.
  • This allows the electric machine EM 'while doubling the speed range by half less torque and correspondingly smaller, lighter and cheaper to run.
  • a brake clutch B is provided which is arranged between a housing-fixed component between the sun gear S of the planetary gear 9 and the rotor 6 of the electric machine EM and a housing-fixed component 13.
  • the brake clutch B is preferably closed in the internal combustion engine driving operation with a stationary torque transmission via the second transmission branch, whereby the sun gear S is mechanically locked.
  • a secondtriessvarinate of the hybrid powertrain 2.1 according to the invention is in a schematic form in Fig. 5 displayed.
  • a sixth gear G6 is provided, which is arranged between the second countershaft VG2 and the output shaft GA axially between the gear sets of the fourth gear G4 and the reversing stage R.
  • the fixed gear of the sixth gear G6 is rotatably mounted on the output shaft GA.
  • the idler gear of the sixth gear G6 is rotatably mounted on the second countershaft VG2 and connectable via an associated gear clutch with the second countershaft VG2.
  • the gear clutch of the sixth gear G6 is combined with the gear clutch of the inverter R in a common switching package S4.
  • Fig. 5 are suitable performance data for the example of a mid-range passenger car on the corresponding assemblies of the hybrid powertrain 2.1 of the internal combustion engine VM and the electric machine EM, as well as transmission values of the planetary gear 9, the input constants EK1, EK2 and the gear wheel sets indicated.
  • the internal combustion engine VM can have a power of 100 KW and a maximum torque of 200 Nm at 1000 revolutions per minute or 320 Nm at 3000 revolutions per minute.
  • the electric machine EM is designed such that it has a power of 110 KW and a maximum torque of 25 Nm and can be operated in a speed range of +/- 3000 revolutions per minute.
  • the state ratio of the planetary gear is 3.0 and the gear ratios of the gears are: 1.8 in 1st gear; 1.8 in 2nd gear; 1.0 in 3rd gear; 1.0 at 4th gear; 1.0 at the 5th gear; 0.6 at 6th gear; -1.6 at the reversing stage; 1.75 at the input constant EK1 and 1.75 at the input constant EK2.
  • Fig. 6 is in the hybrid powertrain 2.1 according to Fig. 5 for a pulse start of the internal combustion engine VM during an electromotive starting process, the power flow from the electric machine EM to the output shaft GA and to the first input shaft GE1 and the separating clutch K is shown with arrows. A substantial power flow takes place via the planetary gears P and the planet carrier PT of the planetary gear 9, the second input shaft GE2, the second input constant EK2, the second countershaft VG2 and the gear set of the engaged second gear G2 to the output shaft GA.
  • FIG Fig. 7 A third embodiment of the hybrid powertrain 3.1 according to the invention is shown in schematic form in FIG Fig. 7 displayed.
  • the geometric structure of this variant largely corresponds to that of the first embodiment according to Fig. 1 .
  • the gear sets of the forward gears G1, G3 and G2, G4 are arranged axially reversed, the speed clutches of the second gear G2 and the reversing stage R combined in a common shift package S3 ', and the speed clutch S4 "of the fourth gear G4 separately
  • the gear wheel sets of the first gear G1 and the reversing stage R and the gear wheel sets of the second gear G2 and the third gear G3 are each arranged at the same axial position and each have a common fixed wheel 14 and 15 respectively.
  • the performance data of the internal combustion engine VM and the electric machine EM indicated on the corresponding assemblies of the hybrid drive train 3.1 as well as the transmission values of the planetary gear 9, the input constants EK1, EK2 and the gear wheel sets correspond to those in FIG Fig. 5 those of a mid-size car.
  • the internal combustion engine VM can have a power of 100 KW and a maximum torque of 200 Nm at 1 000 revolutions per minute or 320 Nm at 3 000 revolutions per minute.
  • the electric machine EM is designed such that it has a power of 110 KW and a maximum torque of 25 Nm and can be operated in a speed range of +/- 3,000 revolutions per minute.
  • the state ratio of the planetary gear is 3.0 and the gear ratios of the gears are: 1.8 in 1st gear; 1.0 at 2nd gear; 1.0 in 3rd gear; 0.6 at 4th gear; 1.0 at the 5th gear; -1.45 at the reversing stage R; 1.75 at the input constant EK1 and 1.3 at the input constant EK2.
  • Fig. 8 is in the hybrid powertrain 3.1 according to Fig. 7 for an electric motor starting the power flow from the electric machine EM to the output shaft GA shown with arrows.
  • the electric machine EM with respect to the direction of rotation of the drive shaft 4 of the internal combustion engine VM, in a forward approach backwards and in a reverse approach rotates forward.
  • each of the two countershafts VG1, VG2 each have a brake clutch B1, B2 arranged, through which the respective countershaft VG1, VG2 each with respect to a housing-fixed component 13 can be locked.
  • the brake clutches B1, B2 are constructed in construction and arrangement identical to the speed clutches of the gears G1 to G6 and the reversing stage R and integrated control technology in the operation of the gear clutches.
  • the second brake clutch B2 is arranged on the second countershaft VG2 and combined with the gear clutch of the fourth gear G4 in a common shift package S4 '", whereas the brake clutch B1 is arranged separately on the first countershaft VG1 electromotive driving alternately to support a transmitted via the respective other input shaft GE1, GE2 and countershaft VG1, VG2 Closed torque, whereby in each case either the ring gear H or the planet carrier PT of the planetary gear 9 is mechanically locked. As a result, energy is saved for mutual support in the planetary gear 9 and the associated reactive power is avoided.

Landscapes

  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Arrangement Of Transmissions (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Control Of Transmission Device (AREA)

Claims (27)

  1. Chaîne cinématique hybride d'un véhicule automobile, qui présente un moteur à combustion interne (VM) avec un arbre d'entraînement (4), un moteur électrique (EM) pouvant fonctionner en tant que moteur et en tant que générateur, avec un rotor (6), une boîte de vitesses à commande manuelle à plusieurs étages (7) avec deux arbres d'entrée (GE1, GE2) et un arbre de sortie (GA) ainsi qu'un engrenage différentiel (8), au moins l'un des arbres d'entrée (GE1) pouvant être connecté à l'arbre d'entraînement (4) par le biais d'un embrayage de séparation associé (K), les deux arbres d'entrée (GE1, GE2) pouvant être connectés de manière sélective à l'arbre de sortie (GA) par le biais, en alternance, de jeux de pignons de transmission associés de rapports de multiplication différents et à chaque fois d'un embrayage associé, et l'engrenage différentiel (8) étant réalisé sous forme d'engrenage planétaire simple (9), qui est disposé coaxialement au-dessus du premier arbre d'entrée (GE1), dont la couronne (H) est connectée de manière solidaire en rotation à l'un des arbres d'entrée (GE1), dont le porte satellites (PT) est connecté de manière solidaire en rotation à l'autre arbre d'entrée (GE2), et dont la roue solaire (S) est en liaison d'entraînement avec le rotor (6), caractérisée en ce que seulement le premier arbre d'entrée (GE1) connecté de manière solidaire en rotation à la couronne (H) peut être connecté à l'arbre d'entraînement (4) par le biais d'un embrayage de séparation (K), et en ce que la boîte de vitesses à commande manuelle (7) est réalisée sous forme de boîte de vitesses intermédiaire avec un agencement emboîté coaxialement des deux arbres d'entrée (GE1, GE2), avec un agencement adjacent coaxial de l'arbre de sortie (GA) et avec deux arbres intermédiaires (VG1, VG2) en liaison d'entraînement à chaque fois par le biais d'une constante d'entrée (EK1, EK2) avec l'un des deux arbres d'entrée (GE1, GE2), les jeux de pignons de transmission de la boîte de vitesses intermédiaire étant disposés en association alternée, à chaque fois sur le premier arbre intermédiaire (VG1) et sur l'arbre de sortie (GA) et sur le deuxième arbre intermédiaire (VG2) et sur l'arbre de sortie (GA).
  2. Chaîne cinématique hybride selon la revendication 1, caractérisée en ce que le moteur électrique (EM) est disposé coaxialement au-dessus du premier arbre d'entrée (GE1), et le rotor (6) du moteur électrique (EM) est connecté de manière solidaire en rotation directement à la roue solaire (S) de l'engrenage planétaire (9).
  3. Chaîne cinématique hybride selon la revendication 2, caractérisée en ce que le moteur électrique (EM) présente un couple maximal (MEM_max), qui correspond au moins à la portion du couple maximal (MVM_max) du moteur à combustion interne (VM) formée par le rapport de multiplication existant (iSt) de l'engrenage planétaire (9) (MEM_max>=1/iSt *MVM_max).
  4. Chaîne cinématique hybride selon la revendication 1, caractérisée en ce que le moteur électrique (EM') est disposé, avec son axe parallèle, à côté du premier arbre d'entrée (GE1), et le rotor (6) du moteur électrique (EM') est en liaison d'entraînement par le biais d'une constante d'entrée (EK) avec la roue solaire (S) de l'engrenage planétaire (9) avec un rapport de multiplication (iEK) supérieur à un (iEK>1,0).
  5. Chaîne cinématique hybride selon la revendication 4, caractérisée en ce que le moteur électrique (EM') présente un couple maximal (MEM_max) qui correspond au moins à la portion du couple maximal (MVM_max) du moteur à combustion interne (VM) formée par le produit du rapport de multiplication (iEK) de la constante d'entrée (EK) du moteur électrique (EM) et du rapport de multiplication existant (iSt) de l'engrenage planétaire (9) (MEM_max>=1/ (iEK*iSt) *MVM_max).
  6. Chaîne cinématique hybride selon au moins l'une quelconque des revendications 1 à 5, caractérisée en ce que pour le support stationnaire d'un couple transmis, un embrayage de freinage commandable (B) est disposé entre la roue solaire (S) de l'engrenage planétaire (9) ou le rotor (6) du moteur électrique (EM) et un composant (13) fixé à la boîte de vitesses.
  7. Chaîne cinématique hybride selon au moins l'une quelconque des revendications 1 à 6, caractérisée en ce que les jeux de pignons de transmission des vitesses impaires (G1, G3, G5) sont disposés sur le premier arbre intermédiaire (VG1) et sur l'arbre de sortie (GA) et les jeux de pignons de transmission des vitesses paires (G2, G4) et d'un étage de marche arrière (R) sont disposés sur le deuxième arbre intermédiaire (VG2) et sur l'arbre de sortie (GA).
  8. Chaîne cinématique hybride selon au moins l'une quelconque des revendications 1 à 7, caractérisée en ce que les constantes d'entrée (EK1, EK2) des deux arbres intermédiaires (VG1, VG2) présentent à chaque fois un rapport de multiplication (iEK1, iEK2) supérieur à un (iEK1>1,0 ; iEK2>1,0).
  9. Chaîne cinématique hybride selon au moins l'une quelconque des revendications 1 à 8, caractérisée en ce que les jeux de pignons de transmission sont à chaque fois formés d'un pignon fixe connecté de manière solidaire en rotation à l'arbre de sortie (GA) et d'un pignon fou monté de manière rotative sur l'arbre intermédiaire associé (VG1, VG2), et en ce que les pignons fous peuvent à chaque fois être connectés par le biais d'un embrayage associé à l'arbre intermédiaire associé (VG1, VG2), les embrayages de boîtes de vitesses étant à chaque fois réunis par paires en paquets de commutation communs (S1, S3, S3', S4).
  10. Chaîne cinématique hybride selon au moins l'une quelconque des revendications 1 à 9, caractérisée en ce qu'au moins un jeu de pignons de transmission disposé sur le premier arbre intermédiaire (VG1) et sur l'arbre de sortie (GA) ainsi qu'un jeu de pignons de transmission disposé sur le deuxième arbre intermédiaire (VG2) et sur l'arbre de sortie (GA) sont disposés dans la même position axiale et présentent également un pignon fixe commun (11, 12, 14).
  11. Chaîne cinématique hybride selon au moins l'une quelconque des revendications 1 à 10, caractérisée en ce qu'un embrayage direct (S2') est disposé entre l'un des deux arbres d'entrée (GE1, GE2) et l'arbre de sortie (GA).
  12. Chaîne cinématique hybride selon au moins l'une quelconque des revendications 1 à 11, caractérisée en ce que pour le support d'un couple transmis par le biais de l'autre arbre d'entrée respectif (GE1, GE2) sur les deux arbres intermédiaires (VG1, VG2), un embrayage de freinage commandable (B1, B2) est à chaque fois disposé de manière à être connecté à un composant (13) fixé à la boîte de vitesses.
  13. Chaîne cinématique hybride selon la revendication 12, caractérisée en ce que les embrayages de freinage (B1, B2) sont construits et disposés de manière identique aux embrayages de boîte de vitesses et sont incorporés par une technique de commande dans l'actionnement des embrayages de boîte de vitesses.
  14. Procédé de commande d'une chaîne cinématique hybride selon au moins l'une quelconque des revendications 1 à 13, caractérisé en ce que pour le démarrage par le biais du moteur électrique, l'embrayage de séparation (K) est ouvert, en ce qu'un embrayage d'une vitesse associée au premier arbre d'entrée (GE1) et un embrayage d'une vitesse associée au deuxième arbre d'entrée (GE2) sont fermés, en ce qu'ensuite, le rotor (6) du moteur électrique (EM) est accéléré en mode moteur.
  15. Procédé selon la revendication 14, caractérisé en ce que la sélection des deux vitesses à enclencher s'effectue en fonction de la charge au démarrage.
  16. Procédé selon la revendication 15, caractérisé en ce que dans le cas d'une charge au démarrage élevée, l'embrayage de la plus petite vitesse (G1) du premier arbre d'entrée (GE1) et l'embrayage de l'étage de marche arrière (R) du deuxième arbre d'entrée (GE2) sont fermés, et en ce que le rotor (6) du moteur électrique (EM) est accéléré, par rapport au sens de rotation de l'arbre d'entraînement (4) du moteur à combustion interne (VM), vers l'arrière dans le cas d'un démarrage en marche avant et vers l'avant dans le cas d'un démarrage en marche arrière.
  17. Procédé selon la revendication 15, caractérisé en ce que dans le cas d'une charge au démarrage moyenne, l'embrayage de la plus petite vitesse (G1) du premier arbre d'entrée (GE1) et l'embrayage de la plus grande vitesse (G4) du deuxième arbre d'entrée (GE2) sont fermés, et en ce que le rotor (6) du moteur électrique (EM) est accéléré, par rapport au sens de rotation de l'arbre d'entraînement (4) du moteur à combustion interne (VM), vers l'arrière dans le cas d'un démarrage en marche avant et vers l'avant dans le cas d'un démarrage en marche arrière.
  18. Procédé selon la revendication 15, caractérisé en ce que dans le cas d'une faible charge au démarrage, l'embrayage (S2') de la plus grande vitesse (G5) du premier arbre d'entrée (GE1) et l'embrayage de la plus petite vitesse (G2) du deuxième arbre d'entrée (GE2) sont fermés, et en ce que le rotor (6) du moteur électrique (EM) est accéléré, par rapport au sens de rotation de l'arbre d'entraînement (4) du moteur à combustion interne (VM), vers l'avant dans le cas d'un démarrage en marche avant et vers l'arrière dans le cas d'un démarrage en marche arrière.
  19. Procédé selon au moins l'une quelconque des revendications 14 à 18, caractérisé en ce qu'au lieu d'un embrayage du premier arbre d'entrée (GE1), un embrayage de freinage (B1) associé au premier arbre d'entrée (GE1) est fermé, ou au lieu d'un embrayage de boîte de vitesse du deuxième arbre d'entrée (GE2), un embrayage de freinage (B2) associé au deuxième arbre d'entrée (GE2) est fermé.
  20. Procédé selon au moins l'une quelconque des revendications 14 à 19, caractérisé en ce que le moteur électrique (EM), lorsque le moteur à combustion interne (VM) tourne, est supporté par une technique d'entraînement par une fermeture au moins partielle de l'embrayage de séparation (K) du moteur à combustion interne (VM).
  21. Procédé selon au moins l'une quelconque des revendications 14 à 20, caractérisé en ce que lorsque le moteur à combustion interne (VM) est coupé, une fois qu'un régime minimal prédéterminé du moteur à combustion interne (VM) sur le premier arbre d'entrée (GE1) est atteint ou dépassé, le moteur à combustion interne (VM) est démarré par impulsions par la fermeture de l'embrayage de séparation (K).
  22. Procédé selon au moins l'une quelconque des revendications 14 à 21, caractérisé en ce que le moteur à combustion interne (VM) reprend la charge par le fait que l'embrayage de séparation (K) est fermé une fois le régime prédéterminé du moteur à combustion (VM) atteint par le biais du premier arbre d'entrée (GE1), et en ce que, de manière enchaînée dans le temps, le couple du moteur à combustion interne (VM) est augmenté et le couple du moteur électrique (EM) est réduit.
  23. Procédé selon au moins l'une quelconque des revendications 14 à 22, caractérisé en ce que pour le support stationnaire d'un couple transmis par le biais du deuxième arbre d'entrée (GE2), un embrayage de freinage (B) associé au moteur électrique (EM) est fermé.
  24. Procédé de commande d'une chaîne cinématique hybride selon au moins l'une quelconque des revendications 1 à 13, caractérisé en ce que pour le démarrage par le moteur à combustion interne après l'allumage du moteur à combustion interne (VM), dans la cas d'un démarrage en marche avant, l'embrayage de la plus petite vitesse (G2) du deuxième arbre d'entrée est fermé, et dans le cas d'un démarrage en marche arrière, l'embrayage de boîte de vitesse de l'étage de marche arrière (R) du deuxième arbre d'entrée est fermé, en ce qu'ensuite, l'embrayage de séparation (K) est fermé, et en ce qu'ensuite le moteur électrique (EM) en mode de générateur est ralenti tout en augmentant simultanément le couple du moteur à combustion interne (VM) et le couple générateur du moteur électrique (EM) jusqu'à l'arrêt du moteur électrique (EM).
  25. Procédé selon la revendication 24, caractérisé en ce que le moteur électrique (EM) est en outre accéléré en mode moteur, jusqu'à ce qu'un fonctionnement synchrone soit obtenu au niveau de l'embrayage de la vitesse en dessous de la vitesse maximale (G3) du premier arbre d'entrée (GE1), en ce qu'ensuite l'embrayage concerné de la vitesse (G3) est fermé, et en ce qu'ensuite le moteur électrique (EM) est commuté sans force et l'embrayage de la plus petite vitesse (G2) du deuxième arbre d'entrée (GE2) est ouvert.
  26. Procédé selon au moins l'une quelconque des revendications 14 à 25, caractérisé en ce que dans le mode de conduite par moteur à combustion interne, en cas de changement de vitesse d'une vitesse en charge (G3) du premier arbre d'entrée (GE1) à une vitesse cible (G4) du deuxième arbre d'entrée (GE2), l'arbre intermédiaire (GV2) de la vitesse cible est d'abord accéléré au moyen du moteur électrique (EM) jusqu'à atteindre le régime synchrone sur l'embrayage de la vitesse cible (G4), en ce qu'ensuite l'embrayage de la vitesse cible (G4) est fermé, et en ce qu'ensuite le couple de support du moteur électrique (EM) est augmenté jusqu'à ce que l'embrayage de la vitesse en charge (G3) puisse être ouvert sans charge.
  27. Procédé selon au moins l'une quelconque des revendications 14 à 26, caractérisé en ce que dans le mode de conduite par moteur à combustion interne, dans le cas d'un changement de vitesse d'une vitesse en charge (G4) du deuxième arbre d'entrée (GE2), à une vitesse cible (G3, G5) du premier arbre d'entrée (GE1), l'arbre intermédiaire (GE1) de la vitesse cible (G3, G5) est d'abord ralenti jusqu'à l'obtention du régime synchrone sur l'embrayage de la vitesse cible (G3, G5) dans le cas d'un passage à une vitesse supérieure par une augmentation du couple de support du moteur électrique (EM), et dans le cas d'un rétrogradage, est accéléré par une réduction du couple de support du moteur électrique (EM), en ce qu'ensuite l'embrayage de la vitesse cible (G3, G5) est fermé, et en ce qu'ensuite le moteur électrique (EM) est commuté sans charge et l'embrayage de la vitesse en charge (G4) est ouvert.
EP07847631A 2006-12-16 2007-12-03 Chaîne cinématique hybride d'un véhicule automobile Not-in-force EP2089639B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102006059591A DE102006059591A1 (de) 2006-12-16 2006-12-16 Hybridantriebsstrang eines Kraftfahrzeugs
PCT/EP2007/063118 WO2008074614A1 (fr) 2006-12-16 2007-12-03 Chaîne cinématique hybride d'un véhicule automobile

Publications (2)

Publication Number Publication Date
EP2089639A1 EP2089639A1 (fr) 2009-08-19
EP2089639B1 true EP2089639B1 (fr) 2011-01-26

Family

ID=39047849

Family Applications (1)

Application Number Title Priority Date Filing Date
EP07847631A Not-in-force EP2089639B1 (fr) 2006-12-16 2007-12-03 Chaîne cinématique hybride d'un véhicule automobile

Country Status (7)

Country Link
US (1) US8075436B2 (fr)
EP (1) EP2089639B1 (fr)
JP (1) JP2010513107A (fr)
CN (1) CN101535681A (fr)
AT (1) ATE497116T1 (fr)
DE (2) DE102006059591A1 (fr)
WO (1) WO2008074614A1 (fr)

Families Citing this family (132)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2081789B1 (fr) * 2006-10-18 2012-06-27 Magna Powertrain Inc. Transmissions hybrides à trains épicycloïdaux
JP4466685B2 (ja) * 2007-06-19 2010-05-26 トヨタ自動車株式会社 車両用動力伝達装置
JP4274268B2 (ja) * 2007-06-19 2009-06-03 トヨタ自動車株式会社 動力伝達装置
CN101918738B (zh) * 2008-01-08 2014-03-12 德国Fev有限公司 带八档位变速箱的驱动系统
JP4572956B2 (ja) * 2008-06-03 2010-11-04 トヨタ自動車株式会社 車両の駆動装置
DE102008032320A1 (de) 2008-07-09 2010-01-14 Magna Steyr Fahrzeugtechnik Ag & Co Kg Hybridantriebsstrang für ein Kraftfahrzeug
DE102008040692A1 (de) * 2008-07-24 2010-01-28 Robert Bosch Gmbh Verfahren und Vorrichtung zum Anfahren eines Hybridfahrzeuges
DE102009006196A1 (de) * 2009-01-27 2010-07-29 Siemens Aktiengesellschaft Angetriebene Fahrzeugachse
DE102009010065A1 (de) 2009-02-21 2010-08-26 Daimler Ag Hybridantriebsvorrichtung
AR075776A1 (es) * 2009-03-03 2011-04-27 Honda Motor Co Ltd Aparato de transmision de potencia para vehiculo hibrido
JP5133935B2 (ja) * 2009-05-07 2013-01-30 Ｕｄトラックス株式会社 パラレル式ハイブリッド車の動力伝達機構
JP2010269765A (ja) * 2009-05-25 2010-12-02 Ud Trucks Corp ハイブリッド車の動力伝達機構
US9162558B2 (en) * 2009-06-15 2015-10-20 Polaris Industries Inc. Electric vehicle
JP4917658B2 (ja) * 2009-11-25 2012-04-18 本田技研工業株式会社 自動変速機
DE102009056045A1 (de) * 2009-11-27 2011-06-09 GM Global Technology Operations LLC, ( n. d. Ges. d. Staates Delaware ), Detroit Zweiwellenschaltgetriebe eines Motorfahrzeugs
WO2011102392A1 (fr) * 2010-02-17 2011-08-25 株式会社ユニバンス Dispositif de transmission de force motrice
TWI393653B (zh) * 2010-03-08 2013-04-21 Univ Nat Formosa 電動車傳動系統
DE102010023080A1 (de) * 2010-06-08 2012-01-19 Gm Global Technology Operations Llc (N.D.Ges.D. Staates Delaware) Mehrgangstirnradgetriebe mit einer Planetengetriebestufe
DE102010030570B4 (de) 2010-06-28 2023-08-24 Zf Friedrichshafen Ag Automatisiertes Schaltgetriebe mit Hybridantrieb und Verfahren zum Betrieb eines solchen Getriebes mit Hybridantrieb
DE102010030569B4 (de) * 2010-06-28 2024-09-12 Zf Friedrichshafen Ag Hybridantrieb eines Kraftfahrzeugs und Verfahren zu dessen Steuerung
DE102010030568B4 (de) * 2010-06-28 2024-10-10 Zf Friedrichshafen Ag Hybridantriebsstrang eines Kraftfahrzeugs und Verfahren zu dessen Steuerung
DE102010030567B4 (de) 2010-06-28 2024-02-29 Zf Friedrichshafen Ag Hybridantrieb eines Kraftfahrzeugs und Verfahren zum Betreiben desselben
DE102010030571B4 (de) 2010-06-28 2024-04-18 Zf Friedrichshafen Ag Automatisiertes Schaltgetriebe
US8647231B2 (en) * 2010-07-07 2014-02-11 Ford Global Technologies, Llc Transitioning between electric-drive and parallel-drive in a hybrid-electric vehicle powertrain
US8618752B2 (en) 2010-07-21 2013-12-31 Superior Electron, Llc System, architecture, and method for minimizing power consumption and increasing performance in electric vehicles
DE102010061824B4 (de) 2010-11-24 2023-08-24 Zf Friedrichshafen Ag Antriebsstrang und Verfahren zum Betreiben desselben
JP5437226B2 (ja) * 2010-12-13 2014-03-12 本田技研工業株式会社 ハイブリッド駆動装置
JP5330362B2 (ja) * 2010-12-03 2013-10-30 本田技研工業株式会社 ハイブリッド駆動装置
US9114699B2 (en) 2010-12-03 2015-08-25 Honda Motor Co., Ltd Hybrid drive apparatus
US9156344B2 (en) * 2010-12-13 2015-10-13 GM Global Technology Operations LLC Motor-assisted transmission
CN102029889B (zh) * 2010-12-13 2012-12-26 镇江海普电子科技有限责任公司 驱动离合器分离与结合的混合动力传动机构及换档方法
DE102010063582A1 (de) 2010-12-20 2012-06-21 Zf Friedrichshafen Ag Vorrichtung für einen Antriebsstrang eines Hybridfahrzeugs, Antriebsstrang und Verfahren zum Betreiben derselben
DE102011005562A1 (de) 2011-03-15 2012-09-20 Zf Friedrichshafen Ag Schaltgetriebe eines Hybridantriebs für ein Kraftfahrzeug
KR101282721B1 (ko) * 2011-04-01 2013-07-04 한국과학기술원 복수개의 입력축을 구비하는 변속기어열 및 이를 이용하는 변속장치
KR101274242B1 (ko) 2011-06-22 2013-06-11 현대자동차주식회사 차량용 자동변속기의 유성기어트레인
KR101234666B1 (ko) 2011-07-01 2013-02-19 현대자동차주식회사 차량용 자동변속기의 유성기어트레인
DE102011085199A1 (de) 2011-10-26 2013-05-02 Zf Friedrichshafen Ag Vorrichtung für einen Antriebsstrang eines Hybridfahrzeugs, Antriebsstrang und Verfahren zum Betreiben derselben
DE102011085201A1 (de) 2011-10-26 2013-05-02 Zf Friedrichshafen Ag Vorrichtung für einen Antriebsstrang eines Hybridfahrzeugs, Antriebsstrang und Verfahren zum Betreiben derselben
DE102011089458A1 (de) 2011-12-21 2013-06-27 Zf Friedrichshafen Ag Getriebe
DE102011089455A1 (de) 2011-12-21 2013-06-27 Zf Friedrichshafen Ag Getriebe
DE102011089461A1 (de) 2011-12-21 2013-06-27 Zf Friedrichshafen Ag Getriebe
DE102011089466A1 (de) * 2011-12-21 2013-06-27 Zf Friedrichshafen Ag Hybridantrieb eines Kraftfahrzeugs und Verfahren zum Betreiben desselben
DE102011089451A1 (de) 2011-12-21 2013-06-27 Zf Friedrichshafen Ag Getriebe
JP5626662B2 (ja) * 2012-01-11 2014-11-19 株式会社デンソー 車両の動力出力装置
WO2013108401A1 (fr) * 2012-01-20 2013-07-25 トヨタ自動車株式会社 Dispositif de commande de démarrage de moteur pour véhicule hybride
US8579751B2 (en) * 2012-01-26 2013-11-12 GM Global Technology Operations LLC Hybrid powertrain with layshaft transmission and electric torque converter and method of controlling same
JP5804183B2 (ja) * 2012-03-08 2015-11-04 トヨタ自動車株式会社 ハイブリッドシステムの制御装置
JP5867589B2 (ja) * 2012-03-15 2016-02-24 トヨタ自動車株式会社 車両用駆動装置
JP5971330B2 (ja) * 2012-03-26 2016-08-17 トヨタ自動車株式会社 ハイブリッド車両の駆動制御装置
US9254837B2 (en) * 2012-04-04 2016-02-09 Toyota Jidosha Kabushiki Kaisha Driving device for vehicle
CN102644699A (zh) * 2012-05-08 2012-08-22 安徽江淮汽车股份有限公司 一种具备直接挡的纵置双离合自动变速器传动装置
CN102678841A (zh) * 2012-05-08 2012-09-19 安徽江淮汽车股份有限公司 具备直接挡的纵置双离合自动变速器传动装置
CN102644700A (zh) * 2012-05-08 2012-08-22 安徽江淮汽车股份有限公司 纵置双离合自动变速器传动装置
CN103465776B (zh) * 2012-06-05 2017-09-29 现代自动车株式会社 用于车辆的动力传动装置
KR101448791B1 (ko) 2013-05-09 2014-10-08 현대자동차 주식회사 차량용 변속장치
US9162667B2 (en) * 2012-06-05 2015-10-20 Hyundai Motor Company Power transmitting apparatus for vehicle
KR101294090B1 (ko) 2012-06-05 2013-08-08 현대자동차주식회사 차량용 변속장치
KR101448792B1 (ko) 2013-05-09 2014-10-08 현대자동차 주식회사 차량용 변속장치
KR101339248B1 (ko) 2012-06-18 2013-12-09 현대자동차 주식회사 차량용 변속장치
SE536663C2 (sv) * 2012-06-27 2014-05-06 Scania Cv Ab Förfarande för att bromsa ett fordon
US8801574B2 (en) * 2012-08-06 2014-08-12 GM Global Technology Operations LLC Method and apparatus for controlling clutch deactivation in a multi-mode powertrain system
DE102012218367A1 (de) * 2012-10-09 2014-04-24 Zf Friedrichshafen Ag Gruppengetriebevorrichtung mit einer elektrischen Maschine
US9022891B2 (en) * 2012-11-08 2015-05-05 Gm Global Technology Operations, Llc Triple clutch multi-speed transmission
DE102012220828A1 (de) * 2012-11-15 2014-05-15 Zf Friedrichshafen Ag Verfahren zum Betreiben einer Antriebseinheit für ein Hybridfahrzeug
DE102012220827A1 (de) 2012-11-15 2014-05-15 Zf Friedrichshafen Ag Antriebseinheit für ein Hybridfahrzeug und Verfahren zum Betreiben derselben
DE102012220829A1 (de) 2012-11-15 2014-05-15 Zf Friedrichshafen Ag Verfahren zum Betreiben einer Antriebseinheit für ein Hybridfahrzeug
KR101338458B1 (ko) 2012-11-21 2013-12-10 현대자동차주식회사 차량용 변속장치
CN103032528B (zh) * 2012-12-20 2015-12-16 东风汽车公司 一种双中间轴dct结构及其档位传动比的计算方法
DE102013211969A1 (de) 2013-06-25 2015-01-08 Zf Friedrichshafen Ag Hybridantriebgetriebe in einem Kraftfahrzeugantriebsstrang und Verfahren zur Steuerung
FR3007697B1 (fr) * 2013-07-01 2015-07-17 Peugeot Citroen Automobiles Sa Systeme moto propulseur pour vehicule hybride
DE102013215114B4 (de) 2013-08-01 2024-04-25 Zf Friedrichshafen Ag Hybridantrieb eines Kraftfahrzeugs
DE102013216554A1 (de) * 2013-08-21 2015-02-26 Volkswagen Aktiengesellschaft Getriebeanordnung für ein Kraftfahrzeug
KR101459488B1 (ko) * 2013-10-14 2014-11-07 현대자동차 주식회사 차량용 변속장치
KR101500204B1 (ko) * 2013-11-25 2015-03-06 현대자동차주식회사 차량의 하이브리드 파워트레인
KR101550983B1 (ko) 2013-11-25 2015-09-18 현대자동차주식회사 차량의 자동화 수동 변속기
DE102013225527A1 (de) 2013-12-11 2015-06-11 Zf Friedrichshafen Ag Doppelkupplungsgetriebe in Vorgelegebauweise
KR101551004B1 (ko) * 2013-12-13 2015-09-18 현대자동차주식회사 차량의 하이브리드 변속기
KR20150071608A (ko) * 2013-12-18 2015-06-26 현대자동차주식회사 하이브리드 전기자동차의 변속장치
KR101588796B1 (ko) * 2013-12-31 2016-01-26 현대자동차 주식회사 차량용 변속장치
CN103978884B (zh) * 2014-04-17 2017-01-25 河南科技大学 转矩耦合动力系统及使用该动力系统的车辆
DE102014208799A1 (de) * 2014-05-09 2015-11-12 Zf Friedrichshafen Ag Getriebe mit einem Elektromotor
FR3023526B1 (fr) * 2014-07-10 2017-12-29 Renault Sas Procede de selection de la consigne d'etat d'une chaine cinematique
DE102014213607A1 (de) 2014-07-14 2016-01-14 Zf Friedrichshafen Ag Hybridantriebsgetriebe eines Kraftfahrzeugs
DE102014214147A1 (de) 2014-07-21 2016-01-21 Zf Friedrichshafen Ag Hybridantriebsgetriebe eines Kraftfahrzeugs
KR101637687B1 (ko) 2014-09-29 2016-07-08 현대자동차주식회사 차량의 하이브리드 변속기
KR20160038142A (ko) * 2014-09-29 2016-04-07 현대자동차주식회사 하이브리드 차량의 파워트레인
DE102014014848A1 (de) 2014-10-07 2016-04-07 Audi Ag Antriebsvorrichtung für ein Kraftfahrzeug
KR101637271B1 (ko) * 2014-10-13 2016-07-12 현대자동차 주식회사 차량의 변속장치
DE102014222157A1 (de) * 2014-10-30 2016-05-04 Zf Friedrichshafen Ag Getriebe für ein Kraftfahrzeug
KR101640312B1 (ko) * 2014-10-31 2016-07-15 현대위아 주식회사 전기 자동차용 하이브리드 2단 감속기
EP3061638A1 (fr) * 2015-02-27 2016-08-31 AVL List GmbH Transmission à plusieurs vitesses et procédé pour faire fonctionner une transmission à plusieurs vitesses
GB201505029D0 (en) * 2015-03-25 2015-05-06 Agco Int Gmbh Vehicle drive train braking
US10618520B2 (en) * 2015-05-04 2020-04-14 Volvo Truck Corporation Method for disengaging an inactive gear of a dual clutch transmission and a corresponding transmission
DE102015009488A1 (de) * 2015-07-22 2017-01-26 Audi Ag Antriebseinrichtung sowie Verfahren zum Betreiben einer Antriebseinrichtung
US20170074393A1 (en) * 2015-09-11 2017-03-16 Nentor Marku All Clutch Sequential (ACS)
JP6343596B2 (ja) * 2015-10-06 2018-06-13 本田技研工業株式会社 デュアルクラッチ式変速機
DE102015221498A1 (de) * 2015-11-03 2017-05-04 Zf Friedrichshafen Ag Antriebsanordnung für ein Hybridfahrzeug und Antriebsstrang mit einer solchen Antriebsanordnung
CN105835682A (zh) * 2016-04-08 2016-08-10 上海馨联动力系统有限公司 一种混合动力汽车动力传动装置
EP3468823B1 (fr) 2016-06-14 2024-09-04 Polaris Industries Inc. Véhicule utilitaire hybride
CN107542916A (zh) * 2016-06-29 2018-01-05 长城汽车股份有限公司 同步换挡方法和同步换挡装置
KR101807153B1 (ko) 2016-07-27 2017-12-07 현대자동차 주식회사 하이브리드 전기자동차의 동력전달장치
CN106609815B (zh) * 2016-08-01 2023-08-22 雷世庆 插电式多挡混合动力变速器
DE102016215170A1 (de) * 2016-08-15 2018-02-15 Zf Friedrichshafen Ag Verfahren zum Anfahren eines Kraftfahrzeugs mit einem Hybridantrieb
DE102016216991A1 (de) * 2016-09-07 2018-03-08 Schaeffler Technologies AG & Co. KG Hybridantriebsstrang mit Zwischengang
DE112017005900A5 (de) * 2016-11-22 2019-08-01 Schaeffler Technologies AG & Co. KG Getriebeanordnung für ein Hybridfahrzeug
CN106696681A (zh) * 2016-12-29 2017-05-24 意宁液压股份有限公司 混合动力客货车用行星无级变速器及其工作方法
KR102238041B1 (ko) * 2017-03-17 2021-04-09 현대자동차주식회사 하이브리드 차량의 파워트레인
KR101924369B1 (ko) 2017-12-26 2018-12-03 현대 파워텍 주식회사 차량용 하이브리드 변속기
KR101924368B1 (ko) 2017-12-26 2018-12-03 현대 파워텍 주식회사 차량용 하이브리드 변속기
US10569635B2 (en) * 2018-01-25 2020-02-25 Zhihui Duan Hybrid electric drive train of a motor vehicle
WO2020048105A1 (fr) 2018-09-04 2020-03-12 宁波上中下自动变速器有限公司 Transmission et système d'alimentation destinés à être utilisés dans un véhicule hybride
DE102018124633A1 (de) * 2018-10-05 2020-04-09 Technische Universität Darmstadt Hybridantriebsvorrichtung für ein Kraftfahrzeug
US10780770B2 (en) 2018-10-05 2020-09-22 Polaris Industries Inc. Hybrid utility vehicle
DE102018217827A1 (de) * 2018-10-18 2020-04-23 Zf Friedrichshafen Ag Getriebe und Antriebssystem eines Kraftfahrzeugs
DE102018217854A1 (de) * 2018-10-18 2020-04-23 Zf Friedrichshafen Ag Getriebe und Antriebssystem eines Kraftfahrzeugs
DE102019001001B3 (de) * 2019-02-11 2020-06-18 Daimler Ag Hybridantriebsvorrichtung
DE102019202969A1 (de) * 2019-03-05 2020-09-10 Zf Friedrichshafen Ag Hybrid-Getriebeanordnung für einen Kraftfahrzeugantriebsstrang sowie Verfahren zum Betreiben eines Hybrid-Antriebsstranges
CN110239340A (zh) * 2019-03-11 2019-09-17 南京越博动力系统股份有限公司 双电机驱动桥箱
CN110005767B (zh) * 2019-04-16 2024-03-08 杨斌彬 机械不间断动力的有级变速器
US11370266B2 (en) 2019-05-16 2022-06-28 Polaris Industries Inc. Hybrid utility vehicle
CN111114305B (zh) * 2019-12-17 2021-04-27 凯博易控车辆科技(苏州)股份有限公司 兼具跛行及取力功能的商用车动力系统
CN110949116B (zh) * 2019-12-24 2024-10-11 西安法士特汽车传动有限公司 一种基于发动机和双电机的混合动力系统
CN111845317B (zh) * 2020-07-29 2022-07-19 重庆青山工业有限责任公司 一种混合动力系统
CN111976464B (zh) * 2020-08-31 2023-09-19 东风汽车集团有限公司 换挡时利用电机调速的混合动力车辆驱动系统
CN111976463B (zh) * 2020-08-31 2023-12-26 东风汽车集团有限公司 能实现单电机两档驱动的混合动力车辆驱动系统
CN114454706B (zh) * 2020-11-09 2023-07-25 广州汽车集团股份有限公司 一种双电机混合动力变速系统及车辆
KR20220086736A (ko) * 2020-12-16 2022-06-24 현대자동차주식회사 하이브리드 차량용 동력전달장치
CN113183743A (zh) * 2021-05-24 2021-07-30 中国重汽集团济南动力有限公司 一种集成混合动力系统
CN114274758B (zh) * 2021-12-31 2023-05-09 东风汽车集团股份有限公司 一种混合动力变速箱、混合动力驱动系统及车辆
CN115065201B (zh) * 2022-06-28 2024-09-20 慈溪市华夏电器实业有限公司 一种输出转换机构及具有该机构的同步电机组件
AT526068B1 (de) * 2022-08-09 2023-11-15 Avl List Gmbh Antriebseinheit für ein Kraftfahrzeug
CN115837834B (zh) * 2022-12-23 2024-06-14 中国第一汽车股份有限公司 驱动系统及具有其的车辆

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0845618B1 (fr) 1996-11-30 2003-05-14 Volkswagen Aktiengesellschaft Transmission à rapports étagés avec variation continue
DE19849156A1 (de) 1998-03-27 1999-09-30 Bosch Gmbh Robert Antriebsstrang für ein Kraftfahrzeug
DE19940288C1 (de) 1999-08-25 2001-03-15 Daimler Chrysler Ag Doppelkupplungs-Mehrganggetriebe
JP4205878B2 (ja) * 2001-08-31 2009-01-07 本田技研工業株式会社 ハイブリッド型車両の動力伝達装置及びその制御方法
DE102004005349A1 (de) * 2004-02-02 2005-08-18 Fev Motorentechnik Gmbh Hybridmotor
US7575529B2 (en) * 2006-09-13 2009-08-18 Gm Global Technology Operations, Inc. Hybrid electrically variable transmission with geared reverse mode using single motor/generator
US7597644B2 (en) * 2007-05-21 2009-10-06 Gm Global Technology Operations, Inc. Nine or ten speed split clutch countershaft automatic transmission

Also Published As

Publication number Publication date
EP2089639A1 (fr) 2009-08-19
DE102006059591A1 (de) 2008-06-19
ATE497116T1 (de) 2011-02-15
DE502007006393D1 (de) 2011-03-10
CN101535681A (zh) 2009-09-16
WO2008074614A1 (fr) 2008-06-26
US8075436B2 (en) 2011-12-13
JP2010513107A (ja) 2010-04-30
US20100009805A1 (en) 2010-01-14

Similar Documents

Publication Publication Date Title
EP2089639B1 (fr) Chaîne cinématique hybride d'un véhicule automobile
DE102013215114B4 (de) Hybridantrieb eines Kraftfahrzeugs
DE102010030571B4 (de) Automatisiertes Schaltgetriebe
EP2742259B1 (fr) Dispositif de boîte de vitesses comportant plusieurs éléments de changement de rapport
EP3165388B1 (fr) Procede de synchronisation de la vitesse d'arbres de renvoi en prise directe
DE102013221461A1 (de) Hybridantrieb eines Kraftfahrzeugs
WO2009024162A1 (fr) Système d'entraînement hybride à deux transmissions partielles
EP1972481A1 (fr) Procédé de commande d'un système d'entraînement hybride et système d'entraînement hybride doté de deux boites de vitesses duales
DE102015221499A1 (de) Antriebsanordnung für ein Hybridfahrzeug und Antriebsstrang mit einer solchen Antriebsanordnung
WO2017076899A1 (fr) Boîte de vitesses pour véhicule hybride, chaîne cinématique munie d'une boîte de vitesses de ce type, et procédé permettant de faire fonctionner ladite boîte de vitesses
WO2017076607A1 (fr) Système de propulsion pour un véhicule hybride et chaîne cinématique comprenant un tel système de propulsion
EP3165389B1 (fr) Boite de vitesses d'un véhicule automobile et chaîne cinématique la comprenant
WO2017076606A1 (fr) Procédé de commutation d'un groupe de rapports sans interruption de force de traction
DE102015221490A1 (de) Verfahren zur Synchronisierung der Vorgelegewellendrehzahl im Direktgang
WO2020177893A1 (fr) Chaîne cinématique de véhicule à moteur et procédé permettant de faire fonctionner ladite chaîne cinématique
DE102020203802A1 (de) Kompaktes Hybridgetriebe
WO2011107133A1 (fr) Chaîne cinématique pour un véhicule automobile
DE102021203414B4 (de) Gangvorwahlfrei lastschaltbares Hybridgetriebe
DE102015221487A1 (de) Getriebe für ein Kraftfahrzeug
DE102015226301A1 (de) Getriebe für ein Kraftfahrzeug
DE102020203801A1 (de) Hybridgetriebe mit Getriebebremse
DE102019212140A1 (de) Kompaktes lastschaltbares Getriebe
DE102021206520B4 (de) Gangvorwahlfrei lastschaltbares Hybridgetriebe mit einfachem Aufbau
WO2022248071A1 (fr) Transmission hybride, chaîne cinématique de véhicule automobile, procédé de fonctionnement associé et véhicule automobile comprenant ces derniers
DE102022201154A1 (de) Dreigang-Hybridgetriebe

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20090527

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IS IT LI LT LU LV MC MT NL PL PT RO SE SI SK TR

DAX Request for extension of the european patent (deleted)
GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IS IT LI LT LU LV MC MT NL PL PT RO SE SI SK TR

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

Free format text: LANGUAGE OF EP DOCUMENT: GERMAN

REF Corresponds to:

Ref document number: 502007006393

Country of ref document: DE

Date of ref document: 20110310

Kind code of ref document: P

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 502007006393

Country of ref document: DE

Effective date: 20110310

REG Reference to a national code

Ref country code: SE

Ref legal event code: TRGR

REG Reference to a national code

Ref country code: NL

Ref legal event code: VDEP

Effective date: 20110126

LTIE Lt: invalidation of european patent or patent extension

Effective date: 20110126

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20110526

Ref country code: LV

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20110126

Ref country code: ES

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20110507

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20110427

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20110526

Ref country code: LT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20110126

REG Reference to a national code

Ref country code: IE

Ref legal event code: FD4D

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: CY

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20110126

Ref country code: PL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20110126

Ref country code: NL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20110126

Ref country code: SI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20110126

Ref country code: BG

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20110426

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20110126

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20110126

Ref country code: EE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20110126

Ref country code: IE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20110126

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: RO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20110126

Ref country code: CZ

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20110126

Ref country code: SK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20110126

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed

Effective date: 20111027

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 502007006393

Country of ref document: DE

Effective date: 20111027

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20110126

BERE Be: lapsed

Owner name: ZF FRIEDRICHSHAFEN A.G.

Effective date: 20111231

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MC

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20111231

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20111203

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

Effective date: 20120831

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: CH

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20111231

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20111203

Ref country code: BE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20111231

Ref country code: LI

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20111231

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20121128

Year of fee payment: 6

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20110126

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: SE

Payment date: 20121217

Year of fee payment: 6

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20120102

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20111203

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: TR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20110126

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: HU

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20110126

REG Reference to a national code

Ref country code: AT

Ref legal event code: MM01

Ref document number: 497116

Country of ref document: AT

Kind code of ref document: T

Effective date: 20121203

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: AT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20121203

REG Reference to a national code

Ref country code: DE

Ref legal event code: R119

Ref document number: 502007006393

Country of ref document: DE

REG Reference to a national code

Ref country code: SE

Ref legal event code: EUG

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20131204

REG Reference to a national code

Ref country code: DE

Ref legal event code: R119

Ref document number: 502007006393

Country of ref document: DE

Effective date: 20140701

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20140701